Rotary gas-engine



(No Model- J. D. BLAGDEN. ROTARY GAS ENGINE.

110.575,51?, PatentedJan.19,1s97.

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UNITED 'STATES .PATENT rricn.

JOHN D. BLA-GDEU, 'OF VOODS HOLL, MASSACHUSETTS.

ROTARY GAS-ENGIN E.

SFECIFICTION forming 'part of Letters Patent No. "575,517, dated .January 19, 1897.

Application iiled August 12,*18'96. Serial No. 602,502. (No model.)

To @ZZ whom it may concern.-

Be it known that I, JOHN D. BLAGDEN, of

` Voods Holl,in the county of Barnstable and State of Massachusetts, have invented a new and Improved Rotary Gas-Engine, of which the following is a full, clear, and exact description.

The object of the invention is to provide a new 'and improved rotary gas-engine which is simple and durable in construction, very effective in operation, and arranged to utilize the motive agent to the fullest advantage.

The invention consists principally ofa stationary casing forming a compressed-air reservoir vand a cylinder revoluble on and inclosing the said reservoir.

The invention also consists of certan parts and details and combinations of thesame,.as will be fully described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts .in both the views.

Figure l is a sectionalsid'e elevation of the improvement, and Fig. 2 is a transverse section of the same on the line 2 V2 of Fig. l.

The improved rotary engine is provided with a stationary casing A, preferably made cylindrical and carrying .at its ends central offsets 'or projections A A2, secured instandards B B, respectively. The stationary casing A is surrounded by a cylinder C, formed with a rim C' and with heads C2 C3, formed with hollow trunnions C4 C5, respectively mounted to turnon the projections A A2, respectively. The heads C2 C5 fit snugly against the ends of the casing A, and the rim C is placed ka suitable distance from the rim of the casing A, so as vto form an annular working chamber CG between the ysaid rims. Into this working chamber extends an abutment O7, attached to the rim 'C' and abutting against the exterior surface of the rim of the casing A. (See Fig. l.)

Into the working chamber C6 is adapted to pass a piston D, fitted to slide Vradially in suitable 'bearings in the casing A, the said piston being providedon its Asides with trunnions `or friction-rollers Dl D2, engaging camgrooves C8 G9, respectively formed on the inner faces of the heads C2 C3, respectively.

yon the hollow trunnion C4.

The lower port-ions of the cam-grooves C8 C9 are concentric to the V.cylindrical casing A and the cylinder C, and the upper portion is grooved, so as to withdraw the piston D back into its bearings at the time the abutment C7 passes over the bearing containing the said piston D.

On opposite sides of the bearing for the piston D are arranged `the valve-chests E E', in communication at their upper ends by ports a and Z) with the working chamber C, as plainly shown in Fig. l, to permit Lthe air and gas to pass through the port a into the said chamber CG .and allow the products kof combustion to pass from the chamber through the port b into the chest E', from which the products of combustion can pass to the outside in the manner hereinafter more fullydescribed. A gas-supply pipe E2 connects with the interior of the valve-chest E, said pipe leading to the central opening A4 in the projection A2, the opening` being connected with a suitable source of gas-supply.

In the chests E and E are formed the ports 'c e and d f, respectively, of which the ports c and d connect with the cam-groove G8, and

the ports e and f, opening into the interior ofV the casing A, contain the check-valves vF F', respectively. The ports c c and d f are controlled by the slide-valves G G', respectively, secured on valve-stems G2 and G3, extending through the bottoms of the chests E E' to connect at their lower ends and within the casing A with a cross-bar G4, having a guide-arm G5, iitted to slide in a bearing A5, attached to the inside of the casing.

The cross-bar G4 connects by a pitman H with a crank-diskH', secured on the inner end of a shaft H2, mounted to turn in the pro- ,jection A of the fixed casing A. The outer end of this shaft H2 carries a gear-wheel I in mesh with a pinion l', securedon a shaft 12, mounted to turn in suitable bearings in the standard B and carrying a gear-wheel I3 in mesh with a gear-Wheel I4, secured or formed The gearing described is proportioned in such a manner that when the cylinder C makes two revolutions the crank-disk H' makes one revolution.

The annular groove CS, previously mentioned, is connected by openings C10 with the outside, so that the products of combustion IOO can be discharged through the said openings to the outside and at the same time atmospheric air can pass through the openings C10 into'the groove CS, to pass from the latter by the port c into the valve-chest E.

On the valve G is held a contact-point GG, adapted to lnake contact with a point J, secured on a spring-arm J', attached to an insulated bracket J2, held within the chest E. An insulated wire J3 is connected with this bracket J 2 and passes through the projection A2 to one pole of a battery or other source of electrical supply, the other pole being connected with a suitable part of the casing A. The spring-arm J and the arm J2 are insulated from each other as well as from the chest E, and the spark is made between the adjusting-screw J4 and the spring-arm J', the spark being made while the valve is still moving upward. This admits oi' timing the spark so that the explosion will produce a maximum eiicecton the cylinder C, provided the position of maximum effect is reached before the valve G starts on its downward stroke.

The operation is as follows: Then the several parts are in the position shown in Figs. l and 2 and the engine is in operation, then the cylinder C turns in the direction of the arrow a. As soon as the abutment C7 has passed the bearing of the piston D, then the latter, bythe action of its trunnions D D2 and the cam-grooves C8 C, cause the said piston to move outward into the working chamber C6 to form two chambers with the abutment C7, in which the chamber at the left of the abutment is in communication by the port a with the interior of the chest E and the other chamber is in communication with the chest E by the port Z). Now the products of combustion from the preceding explosion and contained in this last-mentioned chamber can pass through the said port b into the chest E and by the now open port a into the cam-groove C8 and from the latter by the opening C10 to the outside. As both valves G and G move simultaneously downward at the beginning of the operation the ports c and CZ are uncovered to permit the escape of the products of combustion, as described, and to permit atmospheric air to pass through part of the cam-groove C8 through the port cinto the chest E and to the chamber formed between the piston D and the left end of the abutment C7. The ports e and f remain closed during the downstroke of the valves G G and also during part of' the upstroke-that is, until the cylinder C has made one complete revolution and the said valves G G have come back to the position occupied at the beginning of the operation, and as shown in Fig. l. Now during the second revolution of the cylinder C the valves G G move upward to open the ports c and f, so that the air previously drawn into the working chamber C is now compressed and forced through the port ZJ into the chest E and from the latter through the port f and the check-valve F into the casing A, which thus forms the compressedair reservoir for the engine. The compressed air discharged into this reservoir can pass through the other port e and the valve F into the chest E and from the latter through the port a, with the gas, into the cylinder C, to be ignited therein at the time the valve G just starts on the return stroke, as then a spark is produced between the contact-points GC and J, as previously explained. The force of the explosion gives an impulse to the cylinder at the abutment C7. During the revolution of the cylinder C the valves G G move downward, back to their position shown in Fig. l at the end of the revolution. The abovedescribed operation is then repeated. As the friction-roller or trunnion D/ engages the camgroove C8 between the ports e d, it is evident that the products of combustion can readily pass to the outer air through part of said groove, while fresh air passes through the other portion of the groove into the port c and to the chest E. The rotary motion of the cylinder C can be readily transmitted to other machinery by a belt passed around the rim C and to a pulley on the machinery to be driven. Thus a direct transmission of the developed power takes place and the motive agentis consequently utilized to the fullest advantage.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patentl. A rotary gas-engine, provided with a stationary casing forming a compressed-air reservoir, and a cylinder revoluble on and inclosing the said reservoir, substantially as shown and described.

2. A rotary gas-en gine, provided with a stationary casing forming a compressed-air reservoir, and a cylinder revoluble on and inclosing the said reservoir, said cylinder o1' projection thereof being the power-transmitter, as set forth.

3. A rotary gas-engine, comprising a stationary cylindrical casing forming a compressed-air reservoir, a cylinder revoluble on and inclosing said reservoir and having an abutment extending in the working chamber between the cylinder-rim and theeasing-rim, and a piston fitted to slide in said casing and adapted to pass into the said working chamber, substantially as shown and described.

4. A rotary gas-engine, comprising a stationary cylindrical casing forming a compressed-air reservoir, a cylinder revoluble on and inclosing said reservoir and having an abutment extending in the working chamber between the cylinder-rim and the casing-rim, a piston itted to slide in said casing and adapted to pass into the said working chamber, and chests held in the said casing on opposite sides of the said piston, and provided with ports and valvesl for regulating the admission of the gas and air and the discharge of the products of combustion, said chests being connected with the interior of the said work- IOO IIO

ing chamber, substantiallyas shown and described.

5. A rotary gas-engine, provided with a stationary casin g iuclosed Within a revoluble cyl- A inder, chests held in the said casing and in communication with the Working chamber, valves itted to slide in the said chests, and control ports forl the admission of the air and gas and the discharge of the products of combustion, substantially as shown and described.

6. A rotary gas-en gine, provided with a stationary casing inclosed within a revoluble cylinder, chests held in the said casing and in communication With the Working chamber, valves tted to slide in said chests7 and control ports for the admission of the air and gas and the discharge of the products of combustion, said valves having one fullstroke to two revolutions of the cylinder, substantially as shown and described.

7. A gas-engine, having a stationary circular casing, an annular cylinder turning around the periphery of the casing and having` an interior abutment engaging the periphery of the casing, a piston slidable in the casing and operated by the movement of the cylinder, and valves Within the casing, the Valves controlling the supply of gas` and being also driven by the movement of the cylinder, substantially as described.

S. A gas-engine,having a casing With a compressed-air chamber and two valvechests communicating with the air-chamber, an annular cylinder turning onthe casing and having a cam-groove and also having an abutment engaging the periphery of the casing, a piston sliding in the'casing and between the valve-chests, the piston being actuated by the cam-grooves of the cylinder, a valve for each valve-chest', and means for driving the valves in unison and from the movement of the cylinder, substantially as described.

9. In a gas-engine,the combination of a stationary casing, a piston moving radially in the casing, and an annular cylinder turning around the casing and provided with an abutment coacting with the piston, the cylinder also having an eccentric groove receiving a portion of the piston to actuate the pist-on in unison With the cylinder, substantially as described.

J'OHN D. BLAGDEN. llfitiiesses:

JOHN MAXWELL, ALEXANDER JONES. 

